Chevy Chevelle LS Engine Swap - Swaptastic!

Dropping An LS Engine Into Your Vintage Chevy Can Be A Painless Process If You're In The Know.

Captions and Introduction by Steven RuppEditor's Note: Michael Copeland is General Motors' foremost authority on LS swaps into vintage iron. His title is Project Manager--Concept and Vehicle Integration, GM Performance Division. We are grateful to have him as a SUPER CHEVY contributor.

Since it first hit the automotive scene back in 1997, the venerable LS1 and its various incarnations have quickly become the go-to engines for EFI swap projects. While the LS platform hasn't surpassed the good old first-gen small-block in terms of how many old Chevys it's powering, it's certainly becoming more prevalent each year. Part of this growth is because the aftermarket industry is making it easier than ever to stuff this aluminum powerplant into any Chevy, or anything else for that matter.

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The most basic items that need to be addressed when dropping an LS engine into any Chevy where it wasn't originally designed to go are the engine mounts. It used to be that the choices were few, but today there's a host of options out there. From the Energy Suspension pieces shown, to versions offered by Holley, Street and Performance, Autokraft, and Turn Key Engine Supply, there's sure to be a mount for your classic Chevy. In a worst-case scenario, it's not rocket science to make your own.

Even as recently as five years ago it was a challenge to get an LS engine into old Detroit iron. Engine mounts had to be fabricated, and in some cases headers had to be custom bent to accommodate the engine's unique architecture. Guys have been retrofitting LT1s into cars for some time, so grafting in an EFI capable fuel system wasn't so bad, but it still required fabrication and creativity. Then there was getting the electronics in order. Programming software for the computers needed to run the LS1 were archaic by today's standards and finding people that knew their way around the code was tougher than finding out where Jimmy Hoffa is stashed.

But, as they say, "that was then and this is now." It's 2009 and getting LS power under the hood of your old Chevy is nearly painless. Where once parts needed to be whittled out of steel using a penknife, those parts are now just a phone call or web hit away. And where once the aftermarket only supported the first-gen Camaro it now caters to everything from Tri-Fives to Chevelles. Is it as easy as dropping in a carbed small-block? Not yet, but the benefits of all that EFI-fired goodness is worth the small amount of extra work, and cash, required to make it happen. There are even parts available to make these engines carbureted if that's your bag.

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No matter what transmission you want to put behind your LS engine, chances are someone sells a bellhousing to make it happen. Quick Time offers a SFI-certified bellhousing to bolt just about any trans behind your LS engine, including Tremecs, Richmonds, and all the popular GM automatics. Other companies offering transmission solutions are McLeod and Lakewood. If you're stuffing a T56 six-speed behind your LS mill then the low-buck route is to just run an aluminum GM housing, and of course, newer GM automatics have the bell integrated into the transmission case.

With the aftermarket making the swap easier, that leaves the other common complaint about LS swaps--cost. Can you empty your wallet and max your credit dropping in an LS engine? Hell yeah, but, like most things in life, how expensive it ultimately turns out to be is completely up to the guy holding the wrench. More people making more parts equates to more competition and that ultimately drives down the cost of parts. It also helps that the creative folks out there have had years to figure out how to do it cheaper. If you want that sweet drive system from March Performance or Concept One, but are short on funds, then, thanks to GM, you still have a plethora of LS drive systems lurking in scrap yards. Not as fancy as the billet baubles, but dirt cheap and quite capable of getting the job done.

It's the same story with all the other systems involved as well. Can't afford coated long tube headers yet? Easy: Make due with some factory exhaust manifolds. Whether you have enough cash to buy the best of the best or you're on a restrictive budget, dropping an LS engine into your ride is an attainable goal.

But even more important than parts or cash is knowledge. Since 1997 GM has released quite a few versions of the original LS1 and instituted a host of changes, some not so subtle. Since LS-based mills now reside under the hoods of so many different GM vehicles, it's imperative to know "what's what" in terms of items like oil pans, computer systems, and various other differences. Being well-versed in all things LS will keep you from making costly mistakes.

To get the 411 on LS swaps we went straight to the source, General Motors, and asked Michael Copeland what he felt was the most important info a gearhead would need to know when looking to tackle a swap. So read up on what's become the most successful engine ever put out by GM. After all, knowledge is power.

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Chevy Chevelle LS Engine Swap - Swaptastic!

The most basic items that need to be addressed when dropping an LS engine into any Chevy where it wasn't originally designed to go are the engine mounts. It used to be that the choices were few, but today there's a host of options out there. From the Energy Suspension pieces shown, to versions offered by Holley, Street and Performance, Autokraft, and Turn Key Engine Supply, there's sure to be a mount for your classic Chevy. In a worst-case scenario, it's not rocket science to make your own.

No matter what transmission you want to put behind your LS engine, chances are someone sells a bellhousing to make it happen. Quick Time offers a SFI-certified bellhousing to bolt just about any trans behind your LS engine, including Tremecs, Richmonds, and all the popular GM automatics. Other companies offering transmission solutions are McLeod and Lakewood. If you're stuffing a T56 six-speed behind your LS mill then the low-buck route is to just run an aluminum GM housing, and of course, newer GM automatics have the bell integrated into the transmission case.

Time for a quick note on reluctor wheels. All engines shipped from GM since January 2006 carry the newer 58x reluctor wheel. If you have an early LS2 (PN 12499750) then it's considered an '05 engine and will carry the 24x reluctor wheel like the LS1 and LS6 variants. This is important to know when you start shopping around for a computer to run your engine. Any LS engine can be converted either way by swapping out the reluctor wheel, but it's a bit of a pain since it has to be pressed onto the crank.

Oil pans are another area that used to be problematic. When working with a stock subframe, swappers were forced to notch and modify factory LS F-body pans. Today there are quite a few options from companies like Canton, Autokraft, Milodon, ATS, and others. There's also a chance that there's a GM pan that will work in your particular application. A great resource to reference is the website www.ls1tech.com where they have a "Conversions and Hybrids" section just for swappers.

Getting the fly-by-wire electronic 90mm throttle body that comes with the newer LS engines to function in your hot rod is not as tough as you may think. However, if you're old-school and like the idea of running a cable, you're in luck since many companies are now making 90mm throttle bodies. In addition to Holley, high-flowing throttle bodies are offered by FAST and Turn Key Engine Supply. Best of all, they bolt right up to your factory intake just as well as the aftermarket ones and if you need to suck in more atmosphere they even come in larger sizes.

There are two main spots to mount an oil pressure sender on an LS engine. The first one is a port at the rear of the intake manifold, which is where the factory sender would mount, and the other is down near the oil filter. To mount your sender you will either need an early piece like this one, from a C5 Vette, or an aftermarket one like those sold by Turn Key Engine Supply.

The cooling system design on a LS engine seems to work best with a radiator that has the inlet and outlet both on the passenger side. Many companies like Be Cool, Flex-A-Lite, and the AFCO radiator shown here offer these cross-flow units just for LS swap applications. In addition to the packaging benefits there are also cooling benefits to the cross-flow design.

The aftermarket has really responded to the need for wiring solutions. Speartech Fuel Injection Systems can either modify your factory harness or build you a custom harness to your specifications. Speartech also offers ECU programming and if you want to run the fly-by-wire throttle body they can hook you up there as well. FAST offers their top-of-the-line XFI computer and can provide you with the wiring to make it work. Other companies, like Turn Key Engine, offer the MEFI computer shown along with simplified harness systems that makes install a snap. It sure is a lot easier than it used to be.

There are two points on an LS engine to pick up water temp information, one located on each head. Chances are that your computer will be using the factory sensor on the front of the driver side head, so that leaves the port on the rear of the passenger side head open for an aftermarket sender. Remember, it's metric and requires a special fitting available from most major aftermarket gauge companies.

In a stroke of genius, GM decided that all LS variants would be externally identical. That means that whether you're dropping in a 4.6L truck engine, the big daddy 427 LS7, or anything in between, all the external brackets and mounts are the same. That means the factory pulley system on this LS7 will bolt right to any other LS variant.

The fuel system for your LS swap can be as pricey or low-buck as you want it to be. If you're at 500, or less, horsepower then this is the hot ticket for feeding your newly installed LS engine. The tank is from Rock Auto (PN GM32AFI) and has been retrofitted for EFI duty complete with the sender and GM pump. At well under $500 it's a no brainer if you need a direct fit, baffled tank. This one is for a first-gen Camaro, but it has offerings for other Chevys as well. The other wallet-friendly part of our duo is this combination fuel filter and regulator from a C5 corvette (GM PN 10299146). It's not adjustable, but it's inexpensive and is the perfect match to the tank from Rock Auto. If you want something that can handle more power, is a custom size, or just looks a whole lot nicer, then companies like Rick's Hot Rods or Detroit Speed can sell you a sweet stainless tank.

When swaps first started, guys were forced to adapt factory drive systems to their older cars. It's still a good way to go and companies like Pace Performance offer complete GM drive systems for under $800, under $500 if you don't need air conditioning. If you need a specific accessory arrangement, or just want something that looks a whole lot nicer, companies like Vintage Air (pictured), Concept One, March Performance, Turn One Engine Supply, Billet Specialties, and others have systems whittled from the finest billet eye candy.

We remember having to custom-bend tubes for headers in the early swap projects, but those days are long gone. Today there are many options for exhausting your newly installed LS engine. These headers are from AFCO/Dynatech, but companies like Stainless Works, Hooker, Doug's, and others also offer header solutions for a variety of Chevy cars and trucks.

Another area where you can spend a lot or a little is in the area of intake manifolds. GM units can be had for a few hundred bucks or, if you want some extra power, FAST offers high-flowing versions. If EFI isn't your thing, then GM Performance Parts and other companies, like Edelbrock, offer manifolds for topping off your LS engine with a carburetor.

GM Performance Parts has also been busy expanding its catalog of LS swap aids. These new engine controller kits are just the ticket if you're looking to drop an LS2, LS3, or LS7 engine into your ride. They let you easily run the factory throttle-by-wire system and control everything from the fuel pump to the cooling fans.

Read all about this awesome big cube LS1 engine buildup which you could build in your own garage. Only at www.gmhightechperformance.com, the official website for GM High-Tech Performance Magazine! » Read More